Explosive-engine.



W. 0. WORTH. EXPLOSIVE ENGINE. APPLICATION FILED NOV. 21, 1906.

907,669, Patented Dec. 22, 1908.

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W. 0. WORTH. EXPLOSIVE ENGINE.

APPLICATION FILED NOV. 21, 1906.

Patented Dec. 22, 1908.

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0. WORTH. EXPLOSIV APPLIOATIOHY FILED nov. 21, 1906.

E ENGINE.

Patented Dec. 22, 1908.

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Patented Dec. 22, 1908.

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W. 0. WORTH. EXPLOSIVE ENGINE. APPLIUA'IIOI rmm nov. 21, 1906.1

907,669 mama Dec; 22, 1908.

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Specification of Letters iPatent.

Patented sec; 22 1908.

Application filed November 21, 1906. Serial No. 844,429.

, To all whom it may concern:

Be itknown that I, WILLIAM O. WORTH, a citizen of .the UnitedStates, and a resident of the city certain new and useful Improvements in Explosive-Engines; and I do hereby declare that the following is a full,v clear, and exact description of the same, reference being had to the accompanying drawin s, and to the letters of reference marked t ereon, which form a part of this specification.

This invention relates to improvements in explosive engines and more particularly to 5 that class of explosive engines set forth in the prior joint application for patent of John D. Vorth and myself filed on the 4th day of June 1906, Serial No. 320,022. In said application for patent the operation of the engine is controlled and in part regulated by the graduation of the charge delivered into the cylinder, the excess charge in one cylinder being permitted to escape to another before compression, an automatic governor controlling the closing of the inlet ports to effect that result. v

The object of this invention is to provide in anengine of the class described a simple actuating mechanism 'for the inlet and exhaust valves, which actuates the exhaust valve without variation, but which automatically varies the period of inlet opening to .ermit excess charge to escape from the cylinder about to undergo compression, into the cylinder next to receive compression, thus economizing in the consumption of the explosive mixtureand fording an automatically controlled engine regulated in speed by its consumption of the mixture. I

It is a further object of the invention to afford in connection with an engine of the class described .asimple arrangement Whereby the operator may vary thes peed at will to suit the power requirements of the load, but in which the engine will otherwise run at uni- I form speed. p

. It is an obj ect' of the invention also, to afford simple mechanism whereby the inlet valve of the cylinderjust to receive compres sion is held open for a period dependent upon the s eed requirements of theengine, thereby 'ren'ab ng the inlet ports,'of two cylinders, to

be open at the same time, permitting dis- 5'5 placement of the mixture from one tOl the other cylinder. i

of Evansville, in the county of Van' 5; derburgand State of Indiana, have invented:

at the sametime af-' It is a further object of the invention to afford a convenient access to the valve actu- .ating'means.

- The invention consists in thematters hereinafter described and more fully pointed out and defined in the ap ended claims.

Onthe drawings: igure 1- is-anendeleva tion partly broken of an engine embodying my invention. Fig. 2 is a verticalsection thereof taken at one of the inlet valves; Fig. 3 is a section taken on line .3 3 of Fig. 2. Fig. 4 is a horizontal section taken on line 4-4 of Fig. 2. Fig. 5 is a longitudinal section of the governor. Fig.6 is a section taken on line 6-6 of Fig. 5.5 Fig. 7 is an enlarged longitudinal section of the cam shaft taken at one of the inlet valve cams. Fi .8 is a section taken on line 88 of Fig. 7. ig. 9 is a' transverse section of the-cam shaft, taken at one of the exhaust cams. Figs. 10, 11, 12, and 13 illustrate the cycle of operation.

As shown in the drawings: a four cylinder, four cycle explosion or internal combustion Y engine is indicated though obviously any de- '80 sired number of cylinders may be used. 'Ihe cylinders A A.-'A and A are connected as usual on any suitable base B which affords the upper portion of the crank case and the bottom of which is afforded by a removable 85 sectionB' rigidly bolted to the flanged bottom of the base B. 'Ihe crank shaft 0 constructed as usual extends lon itudinally of thecrank case and is provide on its outer end with a balance wheel. C

The cylinders, as shown, are water jacketed for the purposes of coolin but, of course, may be cooled in any suitab e manner. Pro- .vided on one side of each cylinder is a comression chamber into which the inlet valve 5 and from which the exhaust valve e opens. All the exhaust valves discharge to the same exhaust pipe D and all the inlet valves open from the same inlet pipe E. Saidinlet and exhaust pipes are of course connected with a fsuitablecarbureter and mufiier respectively. Said valves, as shown, are simple puppet valves, the stems d.e' of which extend downwardly through the inlet'andexhaust chambers respectively and are provided at their lower end with strong com ression -sprin'gs (i -e, the tension of whic is adjusted by. means ofa nut 01 or e and cotter ins 'ri or e, on each stem. A relatively ange"v aperture is rovided int-he top. of the crank case for eae stem and seated therein,

; is anylindric tubular easing 1 bb flangedito extend over the crank case around said apertures and are rigidly secured in place by means of clamps F, which engage between adjacent casings and are bolted to the crank case. At its lower end the bore in each tubular casing is enlarged to receive the enlarged end of the pu pet rods D E for the valves which extend in alinement with and engage the exhaust and the inlet valve stems respectively.

Extending longitudinally through the crank case and journaled in the ends thereof automatically comprising a centrifu by means of is a compound cam shaft.

lhis shaft as shown, comprises an inner shaft G which extends through the bearings and outwardly at the end of the crankcase opposite-the balance wheel 0 and rigidly secured thereon is a worm g having a long thread. Extendin through the bearings at each end of the cran shaft is a sleeve or tubular shaftG, which fits closely to the shaft G, and on which are rigidly secured one of the timing gears g which meshes with a gear g, journaled to mesh therewith and with a gear g as shown in Fig. 1.

The exhaust cams g are rigidly secured on said tubular shaft G, at the proper position to open the exhaust valve, at the proper time, by actuating the exhaust puppet rods. 'lhe inlet cams as shown, each comprise a cam g rigidly secured on the sleeve, or tubular shaft G and a corresponding cam g facing against the same and rigidly secured to v the shaft G. Said cam g is rigidly engaged in place on the shaft G by means of a drift pin G which extends through the collar of said cam and through the shaft G, and through transverse opposite slots in the tubular shaft.

G as indicated in Fig. 8. So that said cams can move or rotate slightly relatively each other and can be brought together to afford quick closing of the inlet or can be separated to afford a relative long closing and to hold the inlet valve open for the length of time depending on. the relative adjustment of the two members forming the inlet cam. Means are provided for regulating this adjustment al governor. A yoke H, 1s rigidly secure on the tubular shaft- G, with the arms directed toward the end thereof. A nut comprising an outer cylindric shell it, having a bushing h, secured therein and threaded complementally with the worm g. Bent and weighted arms H'H are pivoted centrally at the outer ends of the oke arms and at their inner ends opposite y engaged with'the nut olts h, which are engaged to said arms and the rounded heads of which engage in seats in the sides of the nut. Movement of said arms on said yoke acts to shift the nut outwardly or inwardly thereb Eartly rotating the shaft G within the shaft and lengthemng or shortening the bearing surface of the inlet cams varying the time of closing the valves. As shown, means are provided for resisting the outward move ment of the nut on said worm and for varying the resistance of the nut for movement on said worm. For this purpose an arm K is secured on any rigid part of the motor and projects outwardly above the end of the cam shaft. Pivoted thereon is a lever K the lower end of which is provided with an integral socket k which carries a socketed bearing piece k which fits on the end of the shaft G. A strong pushing spring 70 bears against the end of the nut which is shaped to receive the same and against the bearing as shown in Fig. 5, and the resistance may of course be varied by shifting the lever. Any suitable segment k and detent k may be employed to hold the lever in adjusted position.

The operation is as follows: The tubular shaft G on which are the exhaust cams of course rotates without variation from its proper rate relatively the rate of the crank shaft. The shaft G, is rotated with the shaft G by means of the pin G which extends through the slots in said shaft. As a result the cams (a -e coincide for their entire width and the inlet valves permit the corresponding cylinders to receive and retain the maximum charge. As the speed of rotation increases the governor acts to gradually shift the nut outwardly on the worm thus rotating the shaft G within the shaft G and extending the inlet cam surface to hold one inlet valve open until the next inlet valve is opened thus displacing the mixture from a cylinder in which there would otherwise be an excess to one which, receives the next charge thus economizing in the explosive and at the same time governing the engine.

Of course, the speed at which the relative movement or adjustment of the shafts occurs is determined by the adjustment of the lever K, which determines the adjustment of the spring k. It .is thus possible to run the motor at maximum speed and full charge if desired or at any desired rate of speed, inasmuch as increasing the resistance of the s ring, resists the centrifugal movement of t e weighted ends of the levers while decreasing the resistance permits the arms to swing outwardly more readily thus in the one case-retaining full charge, high speed and 1n the other retaining on each 0' linder,

but a small part of the charge at re atively low speed.

Of course the valves may be of any suitable type and any means for graduating the resistance offered to the governor. fore do not purpose limiting this application for patent, otherwise than necessitated by the prior art, as obvious details of construction may be varied without departing from the principle of my invention.

I claim as my invention: 1. In a device of the class described the I therefor each linder, removable tubular casings adapted for engagement to the cylinders, clamps each adapted to secure the adjacent two'casings in position, reciprocating valves for the ports having their stems extending through the casings, a peripherally. extensible cam for each inlet port, a cam for opening each exhaust port and means for extending all inlet cams peripherally when the speed of the engine exceeds normal.

2. An engine embracing a plurality of cylinders each having an inlet and an outlet port, concentric shafts below the same, reciprocating valves for the ports, an inlet pipe communicating with all the inlet ports, sets of cams on the concentric shafts adapted to be relatively adjusted to retard the closing of the res ective inlet ports, one cam of each set rigid y secured on the outer shaft, said outer shaft provided with oppositely disposed slots and means rigidly engaged to the inner of the concentric shafts, extending through said slots and rigidly securing the other cam of each set thereto, cams secured on one of the concentric shafts, one for actuating each exhaust valve and a centrifugal governor acting to relatively adjust the came for the inlet valves to retard the closing'thereof. l

3. An engine embracing a casing, cylin ders secured thereto, pistons in said cylinders, an inlet and an exhaust port for each cylinder, reciprocating valves controlling t e inlet and exhaustports, a tubular cam shaft journaled in the casing, a cam shaft journaled therein, said tubular shaft having sets of oppositely dis osed notches therein, sets of cams on said s afts adapted to operate the inlet valves, one cam of each set secured to the tubular shaft, means secured to the inner. cam shaft extending through the slots and adjustable therein adapted'tosecure the other cam of each set to said inner shaft thereby permitting relative adjustment of the cams to retard the closing" of the inlet ports to permit displacement of part of the explosive mixture, cams secured on the tubular shaft, one for actuating each exhaust valve, a centrifugal governor adapted to adjust the inlet valve cams and means for adjusting the governor to a difierent speed rate while in operation.

4. In a device of the class described the combination with a crank casing of cylinders secured thereto, an inlet and an exhaust port for each cylinder, puppet valves controlling said ports, tubular casing adapted for engagement to the crank casing through each of which a valve stem extends, clampsremovably securing the casings in place, a tubular shaft jonmaled in the casing, a shaft extending therethrough, a pair of'cams for combination with a crank case of cylinders each inlet valve, one rigidly secured to each 5 secured thereto, an inlet and an exhaust port shaft, a cam for each exhaust valve rigidly shafts, pairs of cams secured thereon adapted to coact in opening the inlet valves and to hold the same open to regulate the charge to meet load requirements, cams on one of said shafts for opening the exhaust valves, a

worm secured on the end of one shaft, a

threaded shell thereon and a governor rotatable with said shafts adapted to adjust the shell thereby varying'the peripheral length of the pairs of cams.

6. An ex losive engine embracing a plurality of cy 'nders each having an inlet and an exhaust port, a reciprocating mechanically operated inlet valve controlling each inlet port, an inlet pipe on communication with all of said inlet ports except for said inlet valves, a tubular cam shaft, a cam shaft extending therethrough, a two part lifting cam for each inlet valve one of sand arts being rigidly secured to the tubular s aft and the other secured to the other shaft by a pin extending therethrough and through oppositely disposed slots in the tubular shaft permitting relative movement thereof, an automatically acting centrifugal governor acting to adjust said arts of the cam to retard the closure of t e inlet valves at the speeds above normal thereby permitting a displacement of the mixture from the cylinder about to be compressed to an adjacent cylinder, cams secured to one of said shafts for opening the exhaust valves regularly, and

a lever for adjusting said governor to retard or accelerate the closing of said inlet valve.

7. In an engine of the class described having a plurality of cylinders each having an inlet and an exhaust port, of mechanically operated reciprocating valves controlling said ports, cam shafts one of which is tubular, lifting cams on each shaft arranged in pairs for o crating said inlet valves, and being perip erally extensible, fixed cams on the I tubular shaft for operating the exhaust valves, a governor connected with the tubular shaft, a worm rigidly secured on the inner shaft, means operatively connecting the governor and worm whereby movement of the governor out of normal actuates the worm to rotate the inner shaft relatively of the tubular shaft and acting to adjust the inlet cams to retard the closure of the inlet valves worm, a governor pivoted to the yoke and l haust cams fixed thereon, a shaft rotative in lac at speed rates above normal and means actingon the governor and the cam shafts to accelerate or to retard the 010s of said valve. .8. Inan engine of the class ascribed hav- .ing a plurality of cylinders, a reciprocating piston in each, an inlet and an exhaust port communicating in each cylinder, mechanically oplerating valves controlling said Karts, cam s afts one of which is tubular, ing cams thereon operating in pairs for opening the inlet valve, one of which is secured to the tubular shaft and the other secured to the other shaft by means extending through oppositely disposed slots in the tubular s afts, an independent cam for each exhaust valve secured on the tubular shaft, and a centrifugal governor for adjusting said inlet cams.

Q. In a device of the class described the combination with a crank case of cylinders secured thereon, an inlet and an outlet port for each, pu pet valves for said ports, a

plurality of s afts secured in the crank case,

means rigidly secured on one of said shafts for opening the exhaust valves, adjustable means secured on the shafts for opening the inlet valves and to retard closing thereof, a yoke secured to one of said shafts, a overnor 10. In a device of the class described the combination with cylinders of an inlet and an exhaust port for each, reciprocating valves for said ports, a tubular shaft, a shaft extending therethrough, complemental cams, one secured to the tubular shaft and one to the other shaft for operating the inlet valves, cams 6n one of said shafts adapted to regularly open the exhaust valves, a yoke rigidly secured on the tubular shaft, a governor pivoted to the yoke, a worm rigidly secure to the inner shaft, ashell threaded thereon, means connecting the governor and shell adapting the governor to move the shell lon itudinally of the worm thereby rotating t e wormand inner shaft relatively of the other tovary the peripheral distance of the complemental cams and mechanism adapted to control the relative movement of the shafts.

11. An explosive engine embracing cylinders, an inlet and an exhaust ort for each, puppet valves therefor, a tubu ar cam shaft, a cam shaft concentric therewith, cams secured to said shafts in pairs adapted to actuate the inlet valves, lndependent cams on the tubular shaft for actuating the exhaust valves, a yoke secured to one shaft, a worm secured to the other shaft, a shell on the secured to the shell on opposite sides by on one of the shafts universal joints, a sp ell and means for bearing against the compressing the spring to vary the tensionthereof.

12. In an ex losive engine, the combinatron with cylin ers each having an inlet and an exhaust port, of a puppet valve controlernor secured to one of said shafts, lon itudinally movable means on the other 5 aft, means 0 era'ted thereby for rotating the last named s aft, operative connectionsbetween 'ne of the class described the for the exhaust valve on the tubular shaft, an 7 inlet lifting cam embracing a part fixed on therethrough, through said slots and throng the collar of a corresponding cam section, movable on the tubu ar shaft, and means part1 rotating the inner shaft Within said tubu ar shaft to extend the inlet cams peripherally.

14. In an engine of the class described the combination with c linders and their pistons and crank shaft,oo a puppet valve controlling each exhaust port and each inlet port, mechanical means for operating the same embracing a tubular cam shaft, driven at uniform rates with reference to the crank shaft and provided with fixed radially projecting lifting exhaust cams, cams for actuati the inlet valve embraci a fixed lifting portion rigidly secured on sai ifshaft for each valve, a portion adjustable peripherally therewith, a rod or shaft extending through the tubular shaft, and on whichthe adjust. able said tubular shaft, liftin inlet cams embracmg a part rigidly secure on the tubular and part rigidly secured on the inner shaft through slots in the tubular shaft and facing against the portion on the tubular shaft, a centrifugal governor secured on the end of the tubular shaft, a worm on theouter end'of the inner shaft, a'nut operated by the gov-. ernor and slidable on the worm to partly rotate saidshafts relatively, each other, a spring bearing against said governor and an actuating lever bearing against said spring and acting to vary the resistance against the movement of the nut thereby acting to vary the action of the governor in shifting the inlet cams. v

16. In a device of the class described concentric cam shafts oneof which is tubular, a fixed lifting cam on the tubular shaft for the exhaust valve, peripherally extensible pairs of inlet cams, one cam of each air'rigidly secured on the tubular shaft an the other cam of each pair on the other shaft by means extending .throu h oppositely disposed slots in the tubular s aft which permit relative adjustment of the shafts, vand means automatically adjusting the same. 7 r y In testimony whereof I have hereunto subscribed my name inthe presence of two subscribing witnesses. WILLIAM O. WORTH.

Witnesses: v

' K. E..HANNAH, v J. W ANGELL. 

